Last month, a new business combination was approved between Harley-Davidson Inc. and AEA-Bridges Impact Corp., a special purpose acquisition company with a dedicated sustainability focus. The new public group, LiveWire Inc., became the first publicly traded EV motorcycle company in the U.S., marking the occasion by ringing the opening bell of the New York Stock Exchange on Sept. 27.
That same day, LiveWire announced it was opening reservations for the production version of the all-electric S2 Del Mar motorcycle, the first LiveWire model to feature the new Arrow architecture and the second to join the lineup next to the LiveWire ONE, the company’s flagship electric motorcycle.
Jochen Zeitz, who is chairman, president, and CEO of Harley-Davidson, as well as chairman and CEO of LiveWire, said the merging of the two companies represents a “proud and exciting milestone for LiveWire towards its ambition to become the most desirable electric motorcycle brand in the world.”
“We believe LiveWire is well positioned to define the two-wheel EV market,” Zietz said, “and we’re excited about the future.”
According to a press statement announcing the opening of reservations for the S2 Del Mar, performance highlights of the bike include expected outcomes of 80 hp, 184 lb-ft of torque, 75-minute recharge time from 20% to 80% using Level 2 charging, and 431 lb of weight, delivering projected 0-to-60 mph times of 3.1 seconds. These specs are better than those sent out in May, when the company was only saying “less than 440 pounds” for the weight and a 0-to-60 mph time of 3.5 seconds.
The claimed city riding range of the Del Mar has also been bumped up 100 to 110 miles. The media statement reported that range estimates are based on “expected performance on a fully-charged battery and are derived from SAE J2982 Riding Range Test Procedure data on a sample motorcycle under ideal laboratory conditions.” Actual range will likely vary depending on a variety of factors, including personal riding habits, road and driving conditions, ambient weather, vehicle condition and maintenance, tire pressure, vehicle configuration (parts and accessories), and vehicle loading (cargo, rider and passenger weight).
LiveWire S2 Del Mar in Nightfall Blue
The production S2 Del Mar debuts with an MSRP of $16,999 in three colors: Pacific Gray, Nightfall Blue, and Asphalt Black. Delivery of the production version is planned to follow the Launch Edition, with an expected timeline set for the spring of 2023. Priority delivery will be given to customers with confirmed reservations, which can be placed now online.
LiveWire S2 Del Mar in Asphalt Black
All LiveWire S2 Del Mar motorcycles will be assembled at Harley-Davidson Vehicle Operations in York, Pennsylvania.
To learn more about the LiveWire S2 Del Mar Launch Edition motorcycle visit the LiveWire website.
This 2023 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. So far, only a few 2023 models have been announced, mostly adventure bikes, and we’ve had a chance to test several of them. We include a couple of 2024 teasers too. We will continually update the guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks and – when available – first rides, road tests, and video reviews of each motorcycle.
2024 Can-Am Origin
Can-Am Origin
OK, we’ve gotten a bit ahead of ourselves with this one since the earliest you can buy it will be mid-2024. At the annual Club BRP event in August2, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”
The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).
The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.
The 2023 CFMOTO 800 ADVentura is powered by a liquid-cooled, DOHC, 8-valve 799cc parallel-Twin borrowed from the previous-generation KTM 790 Adventure and makes a claimed 95 hp and 57 lb-ft of torque. Equipped with throttle-by-wire, it has two ride modes (Sport and Rain) and cruise control. It has a chromoly-steel frame, fully adjustable KYB suspension, J. Juan triple-disc brakes with cornering ABS, and a 7-inch TFT display.
The base-model 800 ADVentura S (for Street) has cast wheels and an MSRP of $9,499. The up-spec 800 ADVentura T (for Terrain, shown above) has spoked wheels, a quickshifter, a tire-pressure monitoring system, a steering damper, a skid plate, crash bars, handguards, and a centerstand. MSRP is $10,499. They should be available in late 2022 or early 2023.
Designed for the track only, the 2023 KTM 450 SMR has a 449.9cc liquid-cooled, SOHC Single putting out a claimed 63 hp, and the engine weighs just 59.5 lb, nearly a pound lighter than the previous model. In addition to the features riders already love about the KTM 450 SMR (read our review of the 2021 model here), the 2023 model includes a redesigned Pankl Racing Systems 5-speed gearbox and a new Quickshift sensor on the shift drum for clutchless upshifts, which can be disabled through the handlebar switch.
Other updates for the 2023 KTM 450 SMR include a revised shock mount, redesigned high-grade aluminum CNC-machined triple clamps offering increased grip surface, altered longitudinal and torsional flex and frame-wall thickness, suspension updates, revised ergonomics, and more. KTM is still only listing the 2022 model pricing of $11,999.
Harley-Davidson and its LiveWire brand have introduced the second all-electric model, the 2023 LiveWire S2 Del Mar, which is smaller, lighter, and less expensive than the LiveWire ONE.
The street-tracker is said to produce 80 hp and weigh less than 440 lbs, yielding a 0-60-mph time of just 3.5 seconds. City range is said to be 100 miles, and highway range will be significantly lower.
LiveWire offered 100 serialized “Del Mar Launch Edition” models (shown above) with an exclusive paint scheme and a unique wheel design for $17,699, but all were sold out in the first 18 minutes. Those who missed the opportunity can get their name on a waiting list for when regular production models ($15,000) are available in the spring of 2023.
The 2023 Royal Enfield Scram 411 brings scrambler styling to the Himalayan adventure bike platform, which was updated for 2022. It’s powered by an air-cooled 411cc single-cylinder engine carried in a Harris Performance chassis. Royal Enfield says the Scram 411’s versatile geometry and comfortable ergonomics give the lightweight bike a unique combination of on-road agility and capability on trails. It’s available in nine different color/style configurations, and MSRP is $5,099.
The 2023 Suzuki V-Strom1050 has a liquid-cooled, 1,037cc 90-degree V-Twin. When we tested the 2020 Suzuki V-Strom 1050XT, it made 96 hp at 8,500 rpm and 66 lb-ft of torque at 6,300 rpm on Jett Tuning’s rear-wheel dyno. The 2023 V-Strom 1050 has a 6-speed gearbox with higher 1st and 6th ratios, an updated throttle-by-wire system, a new ABS control unit, a new CAN (Controller Area Network) wiring system, and a new 32-bit ECM (Engine Control Module).
The new V-Strom 1050 also includes many features previously only available on the XT models, including a 6-axis Inertial Measurement Unit (IMU) and the Suzuki Intelligent Ride System (SIRS) electronics suite – which includes ride modes, cornering ABS, multimode traction control, cruise control, and braking systems that compensate for hill starts, slope, and load – as well as an up/down quickshifter, a new 5-inch TFT display, a new windscreen, and more. Pricing has yet to be announced.
2023 Suzuki V-Strom 1050DE and V-Strom 1050DE Adventure
2023 Suzuki V-Strom 1050DE Adventure
The 2023 Suzuki V-Strom 1050DE and 1050DE Adventure share the same engine as the 2023 Suzuki V-Strom, as well as the new and updated features of the V-Strom (see above) and will replace the previous V-Strom 1050XT and V-Strom 1050XT Adventure models.
However, the DE models are more geared toward off-road adventures, featuring a 21-inch front wheel with a tube-type rim for maximum durability, a 17-inch tubeless rear wheel, and Dunlop Trailmax Mixtour adventure tires. They also add a new Gravity (G) traction control option in the Suzuki Intelligent Ride System, the ability to switch off ABS at the rear wheel, their own dedicated chassis geometry and suspension system, a longer swingarm, and other adventure motorcycle-specific offerings. The DE Adventure adds a set of 37-liter aluminum panniers with an anodized silver finish that attach to powdercoated, stainless-steel carriers. Pricing has yet to be announced.
2023 Triumph Tiger 1200 GT Pro. Photo by Kingdom Creative.
The folks in Hinckley have been busy. They’ve shaved 55 pounds off the new 2023 Triumph Tiger 1200, given it a 147-hp Triple, and equipped it with an all-new chassis and electronics. Five variants are available: the street-focused GT ($19,100), GT Pro ($21,400), and GT Explorer ($23,100) and the off-road-ready Rally Pro ($22,500) and Rally Explorer ($24,200).
Harley-Davidson and its LiveWire brand introduced the S2 Del Mar today, a smaller, lighter, and less expensive electric motorcycle than the LiveWire ONE. The street-tracker is said to produce 80 hp and weigh less than 440 lbs, yielding a 0-60-mph time of just 3.5 seconds. City range is said to be 100 miles, and highway range will be significantly lower.
The S2 Del Mar was designed at LiveWire Labs in Mountain View, California, in the vicinity of Silicon Valley companies like Apple, Google, and Meta. It’s built around a new, scalable “ARROW” architecture that uses a proprietary battery, motor, charging, and control systems. The powertrain serves as the central component of the chassis and is a modular design so it can be adapted to future models.
LiveWire offered 100 serialized “Del Mar Launch Edition” models with an exclusive paint scheme and a unique wheel design for $17,699, but all were sold out in the first 18 minutes. Those who missed the opportunity can get their name on a waiting list for when regular production models ($15,000) are shipped from Troy, Pennsylvania, in the spring of 2023. The press release below includes more details.
LiveWire is set to bring advanced design, technical innovation, and engineering expertise to urban riding and beyond, with the all-electric S2 Del Mar motorcycle, the first LiveWire model to feature the new S2 ARROW architecture.
The first 100 units will be built to order and serialized as Del Mar Launch Edition models, which can be reserved now at livewire.com for expected delivery in the spring of 2023.
The 100 Del Mar Launch Edition models will feature an exclusive finish and wheel design and an MSRP of $17,699.
The production S2 Del Mar will deliver immediately after the launch edition, with a target MSRP of $15,000 USD.
The S2 Del Mar features a targeted output of 80 horsepower (59.6 kW), and less than 440 pounds of weight, delivering projected 0-to-60 mph times of 3.5 seconds or less.
Del Mar range in city riding is targeted to be 100 miles.*
“The S2 Del Mar model represents the next step in the evolution of the LiveWire brand,” said Jochen Zeitz, Chairman, President and CEO of Harley-Davidson. “The ARROW architecture underpinning the Del Mar, developed in-house at LiveWire Labs, demonstrates our ambition to lead in the EV space and establish LiveWire as the most desirable electric motorcycle brand in the world.”
Advanced LiveWire ARROW Architecture
LiveWire’s scalable ARROW architecture with proprietary battery, motor, charging, and control systems debuts on the Del Mar model and was designed at LiveWire Labs in Mountain View, California. The ARROW architecture is intended to be modular and serves as the central component of the motorcycle chassis.
Del Mar is designed to offer its rider thrilling performance with a targeted output of 80 horsepower (59.6 kW), delivering projected 0-to-60 mph times of 3.5 seconds. City range is expected to be 100 miles.* The Del Mar model weight target is 440 pounds or less.
Urban Street Tracker
Del Mar presents a street-tracker stance on 19-inch front and rear wheels equipped with custom developed LiveWire Dunlop DT1 tires equally capable on paved and dirt surfaces. The slim seat tops a short tail section. A tracker-style handlebar fronted by a thin flyscreen places the rider in an upright position for a comfortable and controlled riding experience.
Launch Edition Model
Only the 100 examples of the Del Mar Launch Edition models will be made, featuring an exclusive finish and wheel design. The graphics and paint – in a choice of Jasper Gray or Comet Indigo – are applied by hand using a process that takes 5 days to complete. The design employs an opposing-fade, representing and celebrating both the exciting and soulful experiences of riding LiveWire electric motorcycles. The intricate pattern of the 19-inch PCB cast-aluminum wheels evokes the dense patterning and framework found on printed circuit boards. The vaulted and tapered spoke design promotes lateral stiffness for enhanced handling performance, while also pushing the boundaries of casting technology.
The Del Mar Launch Edition model debuts with an MSRP of $17,699, while the production version is expected to launch with a target MSRP of $15,000. Delivery of the Launch Edition and production versions of S2 Del Mar model are set for the spring of 2023. All LiveWire S2 Del Mar motorcycles will be assembled at Harley-Davidson Vehicle Operations in York, PA.
To learn more about the LiveWire S2 Del Mar Launch Edition motorcycle visit: livewire.com/delmar.
UPDATE:
The all-new LiveWire S2 Del Mar Launch Edition sold out its 100 reservation deposits in 18 minutes today. Customers can still add their names to a wait list for the standard S2 Del Mar motorcycle expected to begin deliveries in Spring 2023 at livewire.com.
*Range estimates are based on expected performance on a fully-charged battery and are derived from SAE J2982 Riding Range Test Procedure data on a sample motorcycle under ideal laboratory conditions. Your actual range will vary depending on your personal riding habits, road and driving conditions, ambient weather, vehicle condition and maintenance, tire pressure, vehicle configuration (parts and accessories), and vehicle loading (cargo, rider and passenger weight).
Electric Motorcycles and the future of motorcycling An informed discussion with three view-points
With the EU moving towards a mandate for the cessation on sales of petrol powered cars and motorcycles by 2035 there is little doubt that Australia will follow a similar course of action. Thus we thought it a good time for Trev to air his views on the current state of play and then invite two smart guys that are both heavily invested in, and very knowledgeable of the challenges and advantages that electric motorcycles have the potential to bring. Both have built and designed their own electric motorcycles and are Australian EV pioneers and can add much to the discussion.
Trev
“There is no doubt that unless truly monumental steps forward are made in relation to battery technology, touring Australia by motorcycle will become virtually impossible when legislation eventually ends the days of the internal combustion engine.
“Australia is the sixth largest country in the world and the world’s largest island with a land mass of 7.7 million square kilometres which equates to five per cent of the global land mass, yet has a population that is less than cities such as Tokyo, Delhi or Shanghai. Once away from the major cities, where 67 per cent of the Australian population live, the interior is one of the most sparsely populated areas on the globe. We are a long way from where these new emissions legislation rules are being made and with our wide open spaces these restrictions will affect us more greatly than most places on the planet.
“Currently you can cross Australia on the southern routes without having to go more than 200 km between fuel stops. You can ride most of the way up the eastern and western seaboards on even shorter ranges until you get north of the Tropic of Capricorn, and even then there are only a couple of stretches where ranges in excess of 250 kilometres are required. And of course with fuel it is a simple case of splash and dash and you are generally back up and running in under ten minutes. No planning required. I could set off tomorrow on virtually any conventional motorcycle and repeat my 16,000 kilometre in 15 day lap of Australia without a worry in the world and nothing but a credit card in my pocket. Notwithstanding the individual fiefdoms that Australia has now become with closed state borders of course, don’t get me started on that score!
Touring the remote parts of Australia is not going to be viable on an electric motorcycle any time soon
“On current technology and infrastructure if you can find a power-point in the bush, you might be twiddling your thumbs for ten hours or more in order to obtain a full charge from empty. Even a Perth to Melbourne run, a relatively short 3500 kilometre distance that is easily ridden in three days if not meticulously planned while riding something akin to a $50,000 Harley-Davidson LiveWire or similar EV motorcycle, would likely take longer than my 16,000 kilometre lap of the country. And that journey would be the antithesis to what my type of motorcycle touring is. Touring on two wheels for me is best enjoyed with the minimum planning possible and no real schedule to stick to. Otherwise it just feels like work and tedium. Motorcycles are about freedom and fun, not schedules. And motorcycle touring is not about waiting around for half your trip waiting for your motorcycle to charge. On current EV technology you would spend more of the trip waiting for your motorcycle to charge than you would spend riding…
The LiveWire has its drawbacks as Wayne recently found in his review. That said, I applaud H-D for investing in to this future and I think the first generation LiveWire might eventually become a sought after collectible.
“Modern combustion engined motorcycles achieve their best economy on the open highway, these days generally sipping around five-litres of juice per 100 kilometres. Conversely, open road touring is actually the worst case scenario in regards to range for battery powered motorcycles as there are no braking cycles to help recharge the batteries and the bikes are under a constant throttle load. Thus at the moment, and for the foreseeable future, battery powered vehicles are by far more practical in the urban environment than they are in rural or even outer urban areas. The current options when it comes to EV motorcycles rarely achieve ranges exceeding 120 kilometres during highway running at the national speed limit.
“Does this mean that for the foreseeable future the only real practical battery powered motorcycles will be scooters used in the city?
“Right now, to my mind, this is where the battery tech is getting good enough to be a truly viable practical alternative to a petrol powered two-wheeler.But there is also a significant price penalty to pay to go EV.
“Suzuki’s Address 110 sells for $3790 Ride Away, nudges 100 km/h and sips only two-litres per 100 kilometres. Thus it has a range approaching 250 kilometres from its 5.2-lite fuel tank, but let’s go worst case scenario and say the range is 200 kilometres.
Super Soco CPx
“One of the newest EV scooters on the market that is just about to launch in Australia is the Super Soco CPx.It has a range of up to 75 kilometres when a 75 kg rider averages 45 km/h, but in reality its true range is more like 60 kilometres. The price tag is more than twice that of the Suzuki but it’s fair to assume that the EV perhaps accelerates quicker, however its 90 km/h top speed is actually slower than the little Suzuki.Charge time is about 3.5 hours and while an extra battery can be added to the PCx for $2300 that doubles the range to over 120 kilometres, it also adds a couple of hours to that charge time.For less than the price of Super Soco PCx you could have a wonderful XMAX 300 Yamaha. A much larger, roomier and more comfortable scooter that will cruise comfortably at 110 km/h and also offer overtaking power good enough to crack 150 km/h while sipping a few litres per 100 kilometres.
“So essentially you currently pay double for the EV option if comparing models of similar performance.That also rings true in the world of full-size motorcycles with Harley’s new V-Twin Sportster 1250 S to retail for just over 25k, half the price of the EV LiveWire.
“There is no doubt that EV is coming but early adopters certainly pay a hefty price premium for the benefits, perceived or otherwise, of going without petrol.
“I would love to get my hands on BMW’s coming electric CE 04 scooter with its impressive power (42 hp) and torque (62 Nm), creature comforts and avant-garde looks but when it arrives early next year it will wear a price tag over 20k.Even this top of the range EV still only promises a range of 130 kilometres. Its top speed will be limited to 120 km/h but BMW are claiming an impressive 2.6-seconds for the 0-50 km/h traffic light dash which should make it a convenient weapon around town. Charging time from empty is over four hours but an optional, and no doubt expensive, quick-charging set-up can be purchased that reduces charge time significantly, taking the CE 04 from flat to full in well under two hours, and facilitating charge from 20 to 80 per cent full in only 45 minutes. That’s getting a lot more practical, and the fact that city dwellers will also be able to use the same existing EV charge points as the BMW electric cars will add further amenity. But, it’s still over 20-grand for a scooter. You can grab a GS for not much more, or an Africa Twin for even less…
I love the promise that the BMW CE 04 offers but for 20k you are getting into GS or Africa Twin money…
“Time will change this cost-benefit analysis as technology improves, or petrol starts multiplying in price, but right now EV motorcycles and scooters just don’t add up when it comes to cost, convenience or performance. They are a very niche product within an already niche market that is motorcycling in this country.
Honda Mobile Power Packs can be simply removed and replaced with already charged units
“Hot swappable battery technology, the likes of which some brands are already working together on, would be a real breakthrough in regards to the viability of electric motorcycles becoming truly practical in the short term. Being able to drop into a charge point and simply pull a battery out and replace with one already fully charged to get back on your way. This would enable refuel times comparable to petrol powered motorcycles.
“Essentially this could also help reduce the cost of entry as manufacturers could sell their electric scooters or motorcycles, then the buyer simply take up a battery lease program where they have constant access to batteries but without the up-front capital cost of purchasing their own battery. This option is starting to build steam and is referred to as ‘Battery as a Service’. Kymco have already rolled this out in Taiwan where they already have over 2000 swap stations with their system called ‘Ionex’.
Removeable battery packs will add great versatility to both personal consumers and fleet buyers
“From my scribblings here you would think I am against change, I am not. I look forward to something like the CE 04 becoming as affordable as an XMAX 300.I look forward to the improvements in battery technology that are coming which will really shake things up. I look forward to agile light-weight enduro, motocross and trials bikes that are whisper-quiet and offer comparable performance to that available from the current petrol powered options.
“That said, I think the chances of being able to tour Australia on an EV motorcycle without meticulous planning and constant range anxiety might not even happen within my life-time. But who knows, I have been running MCNews.com.au now for over 20 years, and may revisit this piece in a Throwback Thursday come 2040, or even earlier, and announce that I was wrong…
“I do take significant umbrage though at authorities and agencies enforcing this change and shoving it down my throat before it becomes truly affordable and viable in the real world. But this is where we will be as manufacturers respond to government pressures and stop making new internal combustion engine powered vehicles. Euro6 will essentially kill new petrol powered vehicles of all types stone dead.
Replaceable hot, swap and go battery packs that are able to be used across many brands are likely to prove the way forward when it comes to EV powered urban mobility solutions
“We also have groups lobbying government to not only waive stamp duty, import duties and luxury car taxes for electric vehicles, but also force property developers to install EV charging points in their parking bays and have taxpayers stump the bill to install charging points in public car parks. Thus EV early adopters effectively are seeking everyone to underwrite their eco warrior sanctimonious self gratification exercise, then they want the power for free too! Power that was probably made by burning coal in the first place anyway!
“As we approach the year 2030 the shift away from internal combustion engines will increasingly gather steam (did you tell how much I love steam power LOL) as we approach that real tipping point for the transition away from fossil fuel powered transportation. This month UK authorities announced a ban on the sale of new petrol powered motorcycles from 2035 and various other announcements have been, and will be made around the world that will sign the death warrant on motorcycling as we know it. But then we do have a new era of motorcycling to look forward to and I do that with an open, but realistic mind.
“Racing authorities are also heavily invested in preparing for change. We of course have MotoE already acting as a support class at selected rounds of the MotoGP World Championship and the FIM recently announced the creation of a new all-electric off-road championship. People are already joking that it will make for some good 15 minute races as even in racing EV ranges forces organisers to race distances that are a fraction of what petrol powered motorcycles race.
“Under changes that are actually coming into play now you will no longer have the ability to clear fault codes from your motorcycle, only an official dealer will have the power to clear fault codes. Want to dyno or tune your machine outside stock parameters? They are putting a stop to that now also. I understand that things are going to change, but we do need our own politicians to not blindly follow rules enforced by geographically small countries in their quest to be woke.
Trev’s 2017 Husqvarna TE250 – Pretty much two-stroke perfection right there
“I live on 100 acres and will do everything within my power to still be enjoying the visceral and emotional connection to motorcycle history that my 250 two-stroke Husky punches into my aural and olfactory senses even after the government tells me not to.I also have a supercharged V8 Ford that I might need to stockpile juice for in preparation for the days when the scenes presented in the first Mad Max movie become reality.
“Or if that ends up being too difficult, maybe I will have to settle for an old-school blown or quad-Weber fed push-rod V8 on an engine stand to start up and pay homage to as an object of worship over beers from time to time up the shed. Actually why wait, that sounds an awesome plan to put into action right now! Hold my beer!
Excuse me, I am having a moment…
“Of course we could have a huge breakthrough in biofuel or synthetic fuel technology that extends the life of internal combustion engines. As for the ecological argument I don’t think motorcycles burning fuel make much impact in the grand scheme of things. Of course making the power to charge EV vehicles largely comes from coal fired power stations anyway.. Speaking of which, China is still building those coal fired power stations at an ever increasing rate and are responsible for almost 30 per cent of global emissions. Preventing people breeding and polluting the planet with more humans is probably the biggest positive impact we can have in regards to the health of the planet but the self-righteous moralising greenies don’t talk too much about that…”
Right of reply
Now as Trev is obviously not all Greta Thunberg enlightened and stuff, we thought we might seek some opinions from a couple of people in the know, a couple of fellas that have their fingers in the currents of this EV stuff. And first cab off that electrified rank is Dennis Savic.
Dennis Savic
Dennis Savic is a homegrown visionary that has had the balls to design, manufacture and now market his own brand of electric motorcycles.
Like me, Dennis hails from Perth, but where I first headed east to join the Defence Force at the young age of 16 as that was the only way to earn an adult wage at such a young age that would enable me to spend all of said wage on fast motorcycles and cars. Dennis instead studied mechanical engineering and then gained an M.B.A. before assembling a team of young engineers to bring to reality his dream of producing his own motorcycles.
Dennis with an early prototype
Obviously we both share a passion for motorcycles but come from very different backgrounds and lived experiences. At 29, Dennis is also 20 years younger than me but funnily enough, despite his life being invested in the production of EV motorcycles, he also has some reservations as to their real-world capabilities and current limitations. God I love using the word ‘current’ as much as possible when talking EV motorcycles…
Over to you, Dennis
“Trevor, thank you for including us in the conversation. Despite the two wheeled EV industry and this business consuming 90 per cent of my waking life, I should probably preface my comments by admitting I’m also a petrol head. My favourite cars include the ’69 Mustang Fastback, and my dream car is the Mercedes 300SL. My favourite bikes include the Triumph Bonneville Bobber and the Indian FTR, and a tonne of custom builds. I still love working on petrol vehicles for fun, so I guess I’m sharing that I empathise with common EV challenges and understand range anxiety well. Now, there are two primary issues that I believe we’re talking about: the first is range capabilities, and the second is pricing. While they are related, they can – and should – be considered separately.
Range Capabilities
“I agree with you that touring isn’t for electric motorcycles, and won’t be for a long time. Unfortunately, it all comes down to dollars and cents. And this is as true for the majority of customers as it is for any business. I’ll talk about EV pricing in a moment, but before I do I think it’s important for riders to actually take inventory of how often they go for cross-country rides and how often they go for long rides with their mates on weekends.
“The answer to the latter is probably far more often than touring the country. So what’s the average range of a weekend ride – 400km? 200km? Whatever the case, if someone does this kind of ride more than once or twice a year, they would need to consider having a second petrol bike to go and do hill runs. This could be rented or owned, but either way, it makes the rare weekend ride a very expensive hobby.
“I don’t know what proportion of the riding population never rides more than 200 km on a single ride, but I would argue that it is large enough for us to have enough of a business case to supply the Australian market. Business cases are assessed with rudimentary maths. How many can one sell, at what price, and what is the cost to make, distribute, and operate the business? Which brings me to the pricing challenges EVs face.
Savic Motorcycles
Pricing
“Most EVs are highly priced. Governments can ban petrol vehicles to try and force the shift, but this doesn’t flick a switch and make the supply chain cheaper. What makes the supply chain cheaper is volume manufacturing, and that’s going to take time. It’s a chicken and egg scenario. We need volume to decrease costs, but we also need sales to increase volume, and people aren’t buying because, like you say, EVs are expensive, which comes back to the supply chain. Government bans in Europe will help increase the volume/demand part of the equation, which is great – a fun problem to solve.
“With respect to Savic Motorcycles’ advertised prices, time and again, investors and potential investors have been telling me that our $23,900 price point for the Savic Alpha is too low. I argue that it isn’t. Our first bike, the C-Series Alpha, sits in the same price bracket as other new premium ICE motorcycles. My mission was always to set the price point to be competitive with existing ICE motorcycles, and then work our asses off to develop and implement our business case. When we figured we could, we got started and we haven’t slowed down since. With the cost of battery cells continuously dropping, our margin targets have slowly grown and simultaneously enabled us to offer our customers more capacity.
Today’s EV Motorcycle Customers
“I cannot speak for the LiveWire riders in Australia, but I think most people will agree the $50k price tag is pretty hefty. What I can say is that we at Savic Motorcycle have sold out our first production run without a single test ride. Whether that’s due to our design, price, or our being Australian is hard to say – to be fair, it’s probably a mix of all three.
“I have personally spoken to most of our first customers because we’re an early-stage business. All of them understand the charging limitations, and almost all put their orders in with the intent of charging at home overnight. This indicates that they either have a second bike, or don’t do hill rides. But they want a sexy bike (if I say so myself) to get around town on – and to do the occasional longer ride.
“A couple of our customers are lifelong Harley riders. This absolutely shocked me. Why did they place an order for one of our bikes? The truth is, they loved the design above all else. The fact that it was electric and reasonably priced was just a bonus.
Savic Alpha
“Everything is in flux at the moment. Market segments, customer profiles, products. No one knows what is going to happen in 20 years. People can just speculate. A company like ours has an advantage because we’re small and nimble, and can pivot our product strategy at the drop of a hat without huge negative repercussions with excess inventory, or thousands of engineering hours spent in product development.
Savic Motorcycles
“So will eMotorcycle ranges change much in the next five years? Unlikely if you still want to have a bike that retails at some astronomical price. Will the price come down dramatically over the next five years? I don’t think the price will come down too much, but you will see many more entrants in the market due to the cost of manufacturing dropping. Will the big OEMs come to play soon? Maybe – but they’ll have to massively up their game if they want to produce a decent bike!
“I also know Chris Jones well and it’s been a long time since we’ve spoken. “Hi Chris!!”
Chris Jones
The next fella I thought of charging with a reply was my old mate Chris Jones. Another Western Australian!
Chris is a mad scientist that first specialised in plant biochemistry but then diversified into working with battery technology and electric motorcycles.
In fact, Chris, with the help of a couple of friends made his own electric motorcycle that his team raced in the eFXC Championship that first ran as a support class alongside Terry O’Neill’s Formula Xtreme Road Racing Championships in 2014.
Chris with Voltron at Queensland Raceway iin 2016
The next year Chris formed a company with Mike O’Hanlon called ‘Voltron Motorcycles Pty Ltd’ with the aim of developing a motorcycle and battery system that will eventually enable them to manufacture electric superbikes.The small matter of having to earn a living and pay bills has slowed their progress but the dream remains alive.
Chris has also been the National Secretary of the Australian Electric Vehicle Association for the past five years and was instrumental in the design, build and installation of The RAC Electric Highway that links Perth to the south-west coastal town of Augusta via a network of publicly available charging stations.
Chris (third from left) was a driving force behind the EV fast charging stations now installed in the south-west of the country in partnership with the RAC
Chris is also currently working with the WA Government with the aim of having DC fast-charging stations installed around the state.Knowing their Premier maybe he will also get Chris to put an electric fence around Western Australia to keep the plague-ridden eastern stater types out!
Clearly Chris is heavily invested in EV technology and is well and truly plugged into the scene and thus I thought his views on the subject might be interesting to hear.
Take it away Doctor Jones!
“Not long after man walked out of the jungle, he developed an unhealthy obsession with burning stuff. Unsatisfied with burning half the vegetation on planet Earth, he discovered an even more energy dense fuel beneath his feet. Coal and oil allowed him to burn stuff with so much heat, for so long, he could literally throw 80 per cent of the energy away and still push a machine down the road. Mankind has since built almost 4 billion such machines, and 1.4 billion are in active service today. Roughly 400 million of these are motorcycles. Evolution baby!
“But this 250-year bonfire has resulted in two very serious problems. One, the poisonous smoke from these internal combustion machines is literally killing us. Acute respiratory disease caused by automobile pollution kills at least 8.7 million people every year worldwide. Air quality is so poor in many Asian cities the recommendation is to stay indoors and wear a mask. The other problem – arguably the more chronic one – is that the trillions of tons of carbon dioxide released after burning all these fossil fuels has been trapping heat in our atmosphere; raising the temperature by about 1.2°C already. If nothing changes, we’re set to pass 5°C by 2050. We are already bearing witness to the impacts – floods, heatwaves, sea level rise, devastating bushfires and of course, the inevitable extermination of large swaths of living beings.
“So if you’re wondering why administrations around the world are keen to halt the production of internal combustion engines, by force if they must, it might be because they have a duty of care to prevent pain and suffering of their citizens. People rightly expect their leaders to respond to such global existential challenges, even if they are of our own stupid doing. But these same administrations are also acutely aware of how hopelessly dependent we are on the automobile. Food, medicines, building materials, textiles and telecommunications; you name it – motorized and wheeled transport makes it happen. Fortunately, we have an alternative technology to the internal combustion engine, and given our collective reluctance to assume responsibility for our profligate ways, the electric vehicle is arguably the least-worst option to replace it.
“In looking at the two most pressing problems – air pollution and global warming, electric vehicles are an obvious solution to the former, and as the electricity grid continues to get cleaner, also a useful tool in addressing the latter. So which vehicle is most commonly seen battling the streets of our most congested cities? The humble motorcycle. If ever there was a prime candidate for electrification, this is it.
“The 2035 phase-out is actually quite conservative – we’ll hit that target well beforehand. 2035 is a long way off, given the huge advanced we’ve already seen in EVs in the last decade. The vehicles will both get better and cheaper, and motorcycles will be in that graduating class. The ultimate commuter would be an electric motorcycle with about 40 kW of peak power and about 15 kWh worth of battery. This would give it over 150 km of quiet, emission-free city range. Longer rides will necessitate a bigger battery, and more regular DC fast chargers for rapid refills along the way.
“So when can we expect to see an electric motorcycle capable of steering me from Perth to Phillip Island in under 4 days? Well, probably when two things happen: Firstly, when DC fast chargers can be found at every roadhouse across the Nullarbor, and secondly, when batteries allow over 20 kWh to be conveniently stored on the bike. On the first point, DC chargers are being rolled out around the country, and the east-west route will certainly be completed well before 2024 if I have any say in it. The second point is actually a matter of budget more than technology – sufficiently energy dense batteries already permit a 230 kg bike to house a 100 kg battery, capable of 200 km at highway speeds. The issue is mostly cost and right now, a $50,000 bike capable of the same metrics as a $12,000 ICE bike is a hard sell.
Thyron Van Vuuren did get down to some good times on the Voltron bike made by Chris, but in regards to EV motorcycles even the races have to be short due to range issues – Image Tony Castley
“Cost is a funny thing when discussing motorcycles, as we’ve all spent way more than we ought to on bikes that deliver immense joy. Still, we harbor no regrets. Take Honda’s 2021 CBR1000RR-R SP machine; it’s the ultimate track weapon with 214 hp and checking in at 201 kg. At a mere $50,000, it’s not exactly cheap. But other than 70 years of Honda engineering prowess, our home-built electric race bike, Voltron Evo stacks up surprisingly well. 214 kg, 230 hp and a similar build budget, a competitive lap time wasn’t that far off. It was worth every cent in that regard…
“However right now, our collective desire to own machines capable of roadtrips our grandparents could never dream of is taking its toll on the planet we call home. We owe it to the next generation to stop burning coal and oil. It’s that simple. Extinguishing the epic, self-inflicted house fire we started 200 years ago really ought to take precedence over our desire to circumnavigate the country in under a fortnight. We need fewer vehicles, and all of them should be electric. Electric motorcycles and scooters are the perfect solution for urban travel, while longer range machines are on their way.”
Well there you have it, three opinions with three different viewpoints. Feel free to add your considered opinion using the comments section below. Or if you have a well detailed piece that will further enlighten our readers feel free to get in touch with us with a view to consideration for publication.
I attended the international media launch for the LiveWire in Portland, Oregon, in July 2019, and it has taken almost almost two years before I could get one in Brisbane for a local road test.
It’s certainly been worth the wait.
The 100km launch ride was electrifying with the LiveWire living up to its name as a lively motorcycle capable of reaching highway speed in just three seconds. And that wasn’t on a drag strip with a professional racer aboard and a high wind at his back. We were able to do it easily on a quiet stretch of highway.
MBW riding the LiveWire at its launch in Oregon
This is not an electric toy! It’s a real bike.
The LiveWire also impressed with its build quality, handling, technology, braking and sheer stunning looks.
It took 17 months before the first LiveWire was available to buy in Australia at a whopping $A49,995 (plus $295 if you want the orange one, not the plain black). Only their limited edition CVO models and Tri Glide trike are more expensive.
Here is what I found living with the bike on a two-week road test.
Living with a LiveWire
After two weeks of riding the LiveWire, I found there is a lot more to like about the experience of living with an electric motorcycle, especially the high-performance, hi-tech LiveWire.
Despite the absence of the traditional Harley sound, I actually enjoyed the mindfulness and alertness of riding around town in near silence.
Harley has given the motor a slight “pulse” to try to satisfy traditional riders who like an engine to have some “feeling” and installed a bevel geared primary drive to provide a whining sound.
But ironically the ringing in my ears caused by years of riding loud bikes is actually louder than the LiveWire’s Revelation motor.
Out on the highway all you hear is the wind noise. It’s like flying a glider close to the ground.
The experience magnifies your joys of acceleration and moving through the rolling landscapes.
It also means you can hear music, GPS directions or phone calls on your helmet intercom at lower and safer levels.
Steering the bike up my favourite piece of road to Mt Glorious, the near-silent LiveWire is in harmony with the pristine forest and in sync with the twisting tarmac.
It handles and performs as well as most litre-plus naked bikes; better in some respects.
Although it’s on the heavy side at 251kg, it feels quite nimble. One of the benefits of electric motorcycles is the weight distribution is more flexible and Harley has centred the weight down very low.
It steers with precision and there is little centrifugal mass to overcome when turning. However, the front wheel will follow longitudinal cracks and there is some bump-steer.
Showa suspension provides crisp handling, if a little abrupt over high-frequency bumps.
LiveWire simply loves corners and the sticky purpose-built and Harley-labelled Michelin Scorcher tyres are well up to the task.
The Brembo brakes are excellent and ably assisted by the motor resistance or “engine braking” when you wind off the throttle. This also helps to regenerate power back to the battery.
In fact, I rode all the way up and down the mountain with rare brake application because of the strong regenerative braking effect. That means no brake fade and long brake pad and disc life.
Since engine braking is so significant, the rear stop lights flash when you roll off the throttle to warn those following.
There are no gears and therefore no clutch; just a twist-and-go throttle which results in instant acceleration at any speed and makes it eminently suitable for a complex series of turns.
I didn’t miss changing gears and only reached for the clutch once in my two-week stint with the bike.
It all adds up to an electrifying experience on your favourite stretch of winding tar.
It’s also a hi-tech experience with cruise control, self-cancelling indicators and Bluetooth capability.
You can pair with a “HD Connect” Android and iOS phone app that will remotely check battery and charging status, show the nearest charging stations, provide service reminders and notify you if your bike is being tampered with. If it is stolen, a GPS tracker will follow its location.
Another cool feature is the fact that the water-cooled motor and battery is cool to the touch.
So it doesn’t just look cool and represent a cool trend in motorcycling, it’s literally cool on your legs on a typical Queensland summer commute!
MBW rides the LiveWire in Portland, Oregon
LiveWire quirks
But there are quirks to living with the electric LiveWire, too.
The LiveWire comes with a 3m charging cable under the seat that costs a whopping $A1100 to replace, so make sure you always lock the seat with the key.
I also found it difficult to fit the charger and cable in the limited space and close the seat without pinching and damaging the expensive cable.
At $1100 you would think Harley could make a more convenient charging module with retractable cables that easily and neatly fits under the seat.
Since many Australian houses have lock-up garages with mains power, it is convenient to park and charge an electric vehicle. It may be more difficult without a secure garage.
The supplied type 2 charging cable plugs into the AC mains wall socket at one end and at the other end it goes into a socket on the bike where a normal petrol cap would be.
The charge cable is also CCS2 for DC Mennekes quick charging.
Harley says it will not operate on the free Tesla charging network that can be found at many urban shopping centres.
However, the plug and socket look the same as the Universal Mobile Connector (UMC) used by Tesla, so I tried it and on two occasions it worked.
On a third occasion it threw up an error message and failed to charge.
This was when I discovered that the so-called issue of EV “range anxiety” is real.
Harley claims LiveWire’s 15.5kWh Samsung battery is good for 235km of city range or 152km of highway range.
That should make it suitable for a narrow range of activities such as cafe runs, short blasts up your favourite mountain road and commuting. Mind you, $50k is a lot to pay for a commuter bike.
Noting the range limitations, I still experienced range anxiety because of the unique realities of riding an electric motorcycle and the variables that can have a huge impact on your journey.
For example, I rode 20km to meet a mate for coffee, but the stylish tablet-style instruments showed I had ridden almost 30km and used almost 15% battery because I was riding mainly on the highway.
On another occasion I rode 23km through the suburbs for a coffee, but the battery charge indicator showed I had used only 18km of range and 10% of the battery.
These quirks mean you are constantly making calculations in your mind to determine whether you will reach your next destination and get home again.
It all gets even more complicated factoring in your rider behaviour, carrying a pillion and the engine mode you select which not only varies the ABS and traction levels, but also throttle response and engine braking.
There are seven rider modes to choose from: eco, sport, rain, highway and the three customisable modes.
On a recent open-roads ride with some mates, I had to leave early when I became anxious about being able to get home, even though I had been riding in “eco mode”.
As it turned out I made it home with just 14km of range and 7% battery remaining, so it was wise to prematurely cut from the pack.
On a traditional internal-combustion-engined motorcycle, it wouldn’t really matter if I ran out of fuel. I could walk to the nearest petrol station and get a 5-litre jerry of fuel, or a mate could do it, or I could phone the RACQ breakdown service as many thousands of members do when they run out of fuel.
On the electric LiveWire, I would have to find the nearest level-one 240V mains charging points with the HD proprietary app or any of the many other available apps such as PlugShare, ChargePoint, NextCharge, Chargemap, etc.
There is a surprisingly large number of these points available in urban areas, but not in the bush.
Once I found the charging point, it would take about 90 minutes to replace enough charge for about 20km worth of charge.
That’s not so bad, as you can grab a coffee or a meal while you wait and answer the many questions about the bike from interested bystanders.
A full charge on 240V mains power takes about 11 hours, but if you can get to a level-three quick-charge point, you can charge the battery to 80% in 40 minutes and 100% in 60 minutes. The RACQ also has some rescue vehicles with quick chargers.
However, it should be noted that while the “Rechargeable Energy Storage System” does not limit the number of times a Level 3 DC fast charger (480V) can be used, Harley warns that more frequent DC fast charging will “stress the battery more than Level 1 charging”.
They recommend you avoid using DC fast charge, exclusively.
The suggested best practice is to alternate charging between Level 1 and Level 3 DC Fast Charge in a 4:1 ratio (4 Level 1 charges to every 1 Level 3 fast charge).
The big high-voltage Lithium-ion recyclable battery made up of Samsung battery modules has a five-year/unlimited kilometre warranty.
Harley says it should last 10 years without significant loss of capacity unless it is frequently quick-charged, not treated well or used extensively in extreme cold conditions.
The company could not tell me how much a replacement main battery will cost, probably because you won’t need to pay for one if you need a replacement in the next five years as they are covered by warranty. They may also not be able to predict the retail cost of a battery five years from now, as it would be a lot cheaper!
While 235km sounds like good range, that’s purely for riding around the city where there is a lot of regenerative braking.
If you want to go for a ride with your mates, don’t count on riding 152km with them as you may already have ridden 20km or more just to meet up for the ride.
Conclusion
If you love the sound of a Harley and the flexibility of long-range touring, the LiveWire is not for you.
In fact, it is so far removed from the type of bike so beloved by traditional Harley diehards that the company is creating a separate LiveWire brand for their urban electric motorcycles.
Harley doesn’t really state a financial case for the LiveWire, either. That’s because the colossal initial purchase cost far outweighs the economic advantages of low running and servicing costs.
The cat of fully charging the bike is less than $4 at Queensland’s rate of 25c/kWh. That’s about a quarter of the cost of an equivalent-range, high-performance ICE bike.
Harley says an 8000km service will cost about $400 plus any consumables such as tyres, brake pads and a drive belt.
As for the environmental benefits, it depends on how you derive your electricity, but at least it adds no tailpipe emissions to polluted urban areas.
Harley is simply targeting cashed-up early adopters who will appreciate the thrill of a unique riding experience.
LiveWire may have limited urban uses, but it performs those tasks in an exhilarating manner. Yes, it’s electrifying.
Key facts
Price: $49,995 ride-away (+ $295 for orange).
Warranty: 5 years/unlimited km on main battery, 2 years on bike.
The brand name “Harley-Davidson” currently adorns the electric LiveWire motorcycle, but future electric bikes from the iconic American manufacturer may not feature its venerable name.
Instead, they will be branded “LiveWire” and will initially target urban riders.
Harley has announced the new all-electric brand will kick off with a new model to be launched on July 8, 2021.
It makes sense that Harley would look to dissociate its name from electric motorcycles given the resistance from some traditional Harley diehards.
They may view the LiveWire with suspicion, given its lack of “potato-potato” V-twin noise … or any noise except a slight whirring.
LiveWire certainly turns heads
However, Harley is not totally divorcing itself from the LiveWire brand with the brand being physically housed in their facilities and the electric technology finding its way int future Harley models.
In a press statement, Harley says LiveWire “draws on its DNA as an agile disruptor from the lineage of Harley-Davidson, capitalising on a decade of learnings in the EV sector and the heritage of the most desirable motorcycle brand in the world”.
“LiveWire will be headquartered virtually, with initial hubs in Silicon Valley, CA (LiveWire Labs) and Milwaukee, WI,” the statement says.
And it appears they are looking for staff.
The brand will initially focus on the urban market, but will also “pioneer the electric motorcycle space, and beyond”.
Jochen Zeitz, chairman, president and CEO of Harley-Davidson, says the LiveWire brand strategy fits int his six pillars of The Hardwire Strategy.
“By launching LiveWire as an all-electric brand, we are seizing the opportunity to lead and define the market in EV,” he says.
“With the mission to be the most desirable electric motorcycle brand in the world, LiveWire will pioneer the future of motorcycling, for the pursuit of urban adventure and beyond.
“LiveWire also plans to innovate and develop technology that will be applicable to Harley-Davidson electric motorcycles in the future.”
LiveWire will be sold through current Harley-Davidson dealers as an independent brand with some dedicated EV showrooms as well as online purchasing.
The ever-growing list of 2020 motorcycle recalls continues to expand with another addition to the hit-list; Harley Davison’s 2020 LiveWire is unexpectedly shutting down for some riders mid-ride and in some cases not allowing for the driver to turn the vehicle back on after initial shut-off.
The National Highway Traffic Safety Administration states that only 1% of the ~1000 bikes being recalled may be affected by the issue, so there is no reason to panic but it’s still better to be safe than sorry.
The issue apparently comes from the On-Board Charging software that causes the powertrain to turn off. I’m not sure if that issue will really cause *a complete* shut down of the bike with all other features shutting off, but other sources are reporting that ABS, TC, and other assists can indeed cut out as well.
This is not good news for anyone who rides their bikes in the evening or in low light, as there is potential for ABS, traction control, and your headlight to shut off mid-ride which could cause serious injury or even death.
Between the 22nd and 29th of October, 2020 LiveWire owners will be notified by mail regarding the recall and will be urged to take their motorcycles to their local H-D dealership to have the software updated for free.
Where I live, there is currently 10cm of snow on the ground, so if are like me and cannot arrange transportation of your bike to the dealership Harley-Davidson is happy to pick it up and return it back to your house absolutely free of charge.
If you are a 2020 H-D LiveWire owner it would be in your best interest to give the Harley-Davidson customer support line a ring and provide them with your VIN so they can check to see if you perhaps have one of the affected versions of the bike.
Harley-Davidson’s electric LiveWire has arrived in Australia for testing ahead of its media launch in August and market release in early September.
The Tesla Model 3 Australia Facebook Group has published the above photo of a LiveWire being charged in Australia.
Harley-Davidson Australia/New Zealand marketing guru Keith Waddell confirms the photo was taken “while we were testing a range of public charge stations with a pre-production unit”.
September release
Harley LiveWire
“A press release on the ANZ release is due this week however I can confirm that we will release in early September.
While Keith would not releaser the price of the LiveWire, it starts at $US29,799 (about $A42,900 and $NZ45,900 at current exchange rates) in the USA.
That would make it more expensive than all but the Harley CVO and Trike ranges, but even more expensive than the feature-laden Ultra Limited tourer at $A41,495 ride away.
Harley-Davidson Ultra Limited
Electrifying LiveWire
I rode the LiveWire last year in Portland, Oregon, at the world media launch.
Range: 235km (city), 152km (combined stop-and-go and highway range using MIC City and MIC Combined tests), 158km (World Motorcycle Test Cycle) Charging points on the LIveWire are under the “fuel” cap.
Charging: 120/240-volt outlet 20km (13 miles) per hour of charging; DC Fast Charge (DCFC) 0-80% in 40 minutes or 100% in 60 minutes
Rider aids: Reflex Defensive Rider Systems (RDRS), Cornering Enhanced Anti-lock Braking System (C-ABS), Cornering Enhanced Traction Control System (C-TCS) and Drag-Torque Slip Control System (DSCS)
Technology: 4.3” colour TFT touchscreen, Daymaker LED headlamp, LED lighting, H-D Connect service connectivity and Harley- Davidson App
Riding modes: Seven selectable Ride Modes electronically control motor performance and level of RDRS intervention
Accessories: dual seat and tail, speed screen blade, decorative trim, hand and foot controls and cover with charging cord port
Touchscreen instruments
More tech specs
2020 Harley-Davidson LiveWire
Dimensions
84.1 in. (2,135 mm)
Overall Width
32.7 in. (830 mm)
Overall Height
42.5 in. (1,080 mm)
Seat Height, Laden / Unladen
30 in. (761 mm) / 30.7 in. (780 mm)
Ground Clearance
5.1 in. (130 mm)
Rake (steering head)
4.3 in. (108 mm)
58.7 in. (1,490 mm)
Tires, Type
Michelin® Scorcher® “Sport”
Scorcher® “Sport”
Tires, Front Specification
120/70 ZR17 58W
Tires, Rear Specification
180/55 ZR17 73W
Transmission Capacity
0.34 qt (0.32 L)
Coolant Capacity
0.8 qt. (0.72 L)
Weight, As Shipped
549 lb. (249 kg)
Weight, In Running Order
549 lb. (249 kg)
Gross Vehicle Weight Rating
949 lb. (430 kg)
Gross Axle Weight Rating, Front
434 lb. (197 kg)
Gross Axle Weight Rating, Rear
580 lb. (263 kg)
Drivetrain
Primary Drive (*Cert)
Spiral bevel gear , 55/17 ratio
Final Drive (*Cert)
Belt, 3/1 ratio
Transmission
Single Speed
Gear Ratios (overall) 1st (*Cert) (X.XXX)
Aluminum cast
Aluminum cast
Front Fork
SHOWA® 43 mm Inverted Separate Function Forks – Big Piston (SFF-BP®), fully adjustable
Rear Shocks
SHOWA® Balance Free Rear Cushion Lite (BFRC-lite®), fully adjustable
Wheels, Type
Black, Split 5-Spoke Cast Aluminum
Wheels, Front Dia. / Width
17 in. (432 mm) / 3.5 in. (89 mm)
Wheels, Rear Dia. / Width
17 in. (432 mm) / 5.5 in. (140 mm)
Brakes, Caliper Type
Dual 4-piston monoblock radial mount front, dual-piston rear
All LED, low beam, high beam and signature position lamp
Lights (as per country regulation), Tail/Stop
LED with light pipe tail
Lights (as per country regulation), Front Signal Lights
Lights (as per country regulation), Indicator Lamps
High beam, turn signals, ABS, traction control, EV fault
Lights, Rear Turn Signals
LED, Amber
4.3” WQVGA 480×272 TFT Color Display with Ambient Light Sensor, 9 warning lights, Real Time Clock and Integrated Bluetooth Connectivity to a Smartphone to provide infotainment features including turn-by-turn navigation, telephone, music, and voice recognition.
Electric Power Outlet
USB C-type; output 5V at 3A
EV Specific Content: Motor
116Nm (86ft-lb)
Internal Permanent Magnet Synchronous Motor with Water Jacket cooling
I’ve been riding and racing electric bikes for a few years and I’m a convert. Yes, I’ll always adore petrol engines, the smell of two-stroke still gets me excited like a toddler after an energy drink, but electric bikes are coming, and Harley-Davidson’s LiveWire is one of the best of the current crop. Let me explain why.
Adam Child on the Harley-Davidson LiveWire
If you’ve never ridden an electric bike before, or even showed an interest, let me put forward some siple facts and benefits. There is no noise, there are no gears and therefore no clutch or gear lever. Electric power is immediate: twist and go with no lag.
Torque is instant, which results in fast acceleration. There’s no heat from the engine or exhaust because there isn’t one, no petrol and therefore no need for a petrol tank, (yes, that’s a dummy fuel tank on the LiveWire). And the bike performs the same no matter what the altitude, weather or conditions.
Charging opportunities will be a big aspect of LiveWire ownership for those pushing the range envelope
Riding an electric bike is very alien at first, especially for experienced riders. But you soon appreciate the technology and advantages, like going from a landline phone to a mobile. After a ride, my kids can’t burn their paws on the exhaust when the bike is in the garage and I don’t melt in traffic from the heat normally generated from an air-cooled V-twin.
So, what is a Harley-Davidson LiveWire?
There are several production electric bikes on the market, but the LiveWire is the first to come from a major motorcycle manufacturer. Remember it’s not just a case of producing the bike, you must have a dealer network that supports the new technology, in Harley’s case this is over 250 dealers worldwide. You can walk into your local Harley showroom tomorrow and order one in most large motorcycle markets around the world, but unfortunately not yet in Australia as LiveWire is not set to debut Down Under until late this year.
Harley-Davidson LiveWire
The LiveWire is Harley’s most powerful bike to date, a quoted 105 bhp with 116 Nm of torque and a 0-60 mph time of three seconds; 60-80 mph in two. This isn’t slow.
To control the power you have four rider modes, Sport, Road, Rain and Range. These modes change the power characteristics, regenerative braking and traction control. The regen’ braking is like engine braking, and like the TC can be changed on the move.
There are an additional three custom modes, which can be specified to your needs and how you ride, for example: full power, no traction control or regenerative braking if you are brave enough. There is a six-axis IMU and therefore the traction control is lean sensitive. There is a noticeable change in the bike’s performance and character between modes, the Sport mode is certainly sporty, you have been warned.
The Harley-Davidson LiveWire features a TFT touch screen
The range is the big question and Harley is quoting 235 kilometres on a full charge in the relative steady Range mode, and around 160 kilometres of slightly more spirited riding. On a household socket, one-hour of charge equals around 20 kilometres of range, but on a fast DC charge, that time comes down to an 80 per cent of full charge in 30 minutes, and 100 per cent in an hour.
It’s worth pointing out that you may never fully drain the battery. In the same way you don’t let your iPhone run out of charge, nor do you let your fuel level in your bike drop to zero. Typically, you re-charge or fuel up once you’re in the red with 20 per cent or so left, which in this case means a quick 30-minute charge. That’s enough time to de-kit, have a coffee, check your phone messages and continue with a full charge.
A full-colour TFT dash with touch-screen controls and connectivity comes as standard, as do high spec Brembo monobloc calipers and fully-adjustable Showa suspension at both ends, this is a quality motorcycle, make no mistake.
The Harley-Davidson LiveWire also features fully adjustable Showa forks and Brembo brakes
All the fittings and design touches are high-end, the lines around the dummy tank are perfect, the ‘on show’ electric motor even looks good and is boldly on display, not tucked away. I like the design and feel, but the elephant in the room is the price; with Australian pricing expected to be in the $44K region, but no official figure announced as yet.
Yes expensive, but also comparable to exclusive, ‘high-end’ bikes from Harley. And don’t forget, you’ll never have to pay for fuel.
How does the LiveWire perform?
The norm on most electric bikes is to become immediately aware of the lack of engine noise, which amplifies the road noise, the clatter of bodywork, the noise of the final drive on the swing-arm. It sounds mechanically incorrect. But there are no such disconcerting noises on the LiveWire, this is the Bentley of the electric motorcycle world.
On the LiveWire there’s no intrusive mechanical or drive related noises, just smooth power
It’s super smooth, fuss-free and almost silent. Harley must have spent a colossal amount of effort and money ensuring the quality of fixtures and fittings. Like closing the door on a Rolls Royce, you instantly detect the quality just by the sound. Impressive.
Stopping 250 kg is no easy task, especially when you reduce the regeneration engine braking, but the powerful 300 mm twin discs with Brembo stoppers are more than up for the challenge.
The LiveWire also takes the title as fastest stopping Harley, backed up by ABS
This is one of the fastest stopping Harleys I’ve ever ridden. Even under hard use, the stoppers don’t fade. The ABS is a little intrusive on the rear, as the rear Michelin struggles to find grip under extreme braking, but otherwise faultless.
Like the brakes, the handling is head-and-shoulders above any road-going Harley I’ve ridden previously. Ground clearance is ample, it’s easy to achieve levels of lean other Harley riders can only dream about. Due to the long wheelbase, the initial turn-in is a fraction slow, but after that it just keeps leaning and leaning.
The LiveWire would also be the leader in the Harley line up, as far as possible lean angles, and performance
Fast transitions, asking too much of the chassis, can lead to a little insecurity, but this only occurs when you’re pushing the chassis to perform to track day levels of speed. For 95 per cent of the time for 95 per cent of riders the LiveWire is planted, secure and stable.
Complementing the handling is a huge tidal wave of torque. Full power mode will take even experienced riders by surprise, despite its weight and silence it can certainly drive hard from a standstill, enough to take your breath away at first.
The LiveWire is twist and go, with no clutch and no gears to worry about
From a standstill, it’s so easy to launch, as there isn’t any clutch or gears. Simply lay over the dummy fuel tank, twist and go. Form the lights it will even give a full-blown road-legal superbike a run for its money.
You end up riding the electric Harley harder than you really should as the power is so much fun and the handling there to match.
Belt final drive is also found on the LiveWire, alongside the sporty swingarm
Should you get carried away you also have a raft of helpful rider aids to keep the wheels in line. The traction control and re-intervention are smooth and effortless, and should you be worried about losing your licence you can always opt for a softer power mode. The combination of instant power, fun handling and non-intrusive electronics makes the LiveWire a truly enjoyable package.
Back in the real world, most LiveWires are going to spend some if not the majority of their life around town, which is when most electric vehicles make perfect sense, dare I say more so than their petrol counterparts. The LiveWire is like a twist-and-go scooter but with more than double the power to embarrass unsuspecting road users from the lights.
There’s also no engine heat to worry about for commutes and hot weather
Unlike any other Harley, there’s no heat, so even in the middle of summer you won’t feel like your testicles are being barbecued. Harley has even added a ‘fake’ pulse, which gives the feeling the bike is alive and reminds you not to mistakenly twist the throttle hoping for a blip of engine noise.
The weight is more noticeable at slow speeds, but I’m only 5ft 6in and never had an issue at slow speeds. But just remember, there is no engine noise so everyone can hear you swearing at bad drivers.
Is the LiveWire touring-ready?
A cruise control comes as standard and is simple and easy to use on the Livewire, simply set to 110 km/h, and with few vibrations and negligible noise, it’s a surreal experience cruising. Stability is excellent, which allows you to play with the informative clocks or simply enjoy the view ahead.
In Australia you’ll need to plan your longer trips around charging
The ergonomics are a little aggressive, reminiscent of Ducati’s Monster from a few years ago, with wide bars and a prominent stance. The seat is relatively comfortable, the suspension on the sporty-firm side, but with just a 160 kilometres range, you’re going to be stopping to rest and charge every 1.5 to 2 hours.
On our test ride around Barcelona, I was a little heavy with the throttle and spent too much time enjoying the tyre ripping torque. With heavy use, you need to start thinking about plugging in after around 120 kilometres, depending on the road and the weight of the rider.
A fast DC charge station can get you back on the road in 30 minutes in many cases
But ridden normally I believe a 160 kilometre range is easily achievable, possibly more. Ride for 160 kilometres, stop for a coffee, plug in and repeat. Touring is an option, it just needs planning, 400 kilometres a day with two half hour stops, that’s easily achievable. Plug in overnight at your hotel and repeat the next day.
LiveWire Verdict
The LiveWire is a true game-changer, the first mass-produced electric bike from a global motorcycle manufacturer, and it’s good. Forget the fact it’s electric for the moment; as a bike it’s fun, handles, looks good, is desirable, even has some character, which is incredibly difficult to inject on a silent machine.
The LiveWire offers a glimpse into the future of motorcycling
Yes, it’s expensive, and covering big miles in a day won’t be possible unless you have a support crew. But for everyday riding, it’s an impressive bike. Considering this is Harley’s first road-legal electric bike, they’ve got off to a good start, in many ways one of the best Harley’s to date and already one step ahead of the competition.
Who, ten years back, would have predicted that Harley would lead the way in electric bikes? I didn’t see that one coming.
Interestingly, it’s Harley bringing the first electric bike to the market from a major motorcycle manufacturer, as they expand their offerings to a much wider rider-base
A Swiss rider has just ridden a Harley-Davidson LiveWire 1723km across four nations in one day using Level 3 DC fast chargers.
Sounds good, but we did some calculations and reckon he would have spent six hours recharging!
Rider Michel von Tell, aged 39, is a journalist and comedian described as the Euro version of US comedian Bill Burr … we don’t know him either. Anyway, he’s apparently a bit of a celebrity and his YouTube channel has millions of followers.
His feat shattered the previous record of 1134.3km in one day set in 2018 by German Remo Klawitter on a Zero electric motorcycle fitted with an optional Charge Tank with Level 2 charging.
Calculations for one day record
(All images are of MBW riding the LiveWire at the world launch in 2019)
Harley-Davidson Ultra Limited
MBW rides the LiveWire in Portland, Orgeon
Charging points on the LIveWire are under the “fuel” cap.
Fully adjustable Showa rear shock
Touchscreen instruments
LiveWire on a DC fast charger
